Real-world emission factors for antimony and other brake wear related trace elements: size-segregated values for light and heavy duty vehicles

The chemical composition and sources of road dust, and of tire and road wear particles-A review

To gain better understanding of how the transition to electric vehicles affects road dust (RD) composition, and potential health and environmental risks, it is crucial to analyze the chemical composition of RD and identify its sources. Sources of RD include wear of tire tread (TT), brake wear (BW) and road wear (RW). A relevant component of RD are tire and road wear particles (TRWPs). This literature review compiles data on the chemical bulk composition of RD sources, RD in Asia, Europe and North America and TRWP as a RD component. The focus is on elements such as Cd, Co, Cr, Cu, Ni, Pb, V, and Zn. Although the comparability of global RD data is limited due to differences in sampling and analytical methods, no significant differences in the composition from Asia, Europe, and North America were found for most of the investigated elements studied, except for Cd, Co, and V. Sources of RD were analyzed using elemental markers. On average TT, BW, and RW contributed 3 %, 1 %, and 96 %, respectively. The highest concentrations of TT (9 %) and BW (2 %) were observed in the particle size fraction of RD ≤ 10 μm. It is recommended that these results be verified using additional marker compounds. The chemical composition of TRWPs from different sources revealed that (i) TRWPs isolated from a tunnel dust sample are composed of 31 % TT, 6 % BW, and 62 % RW, and (ii) test material from tire test stands show a similar TT content but different chemical bulk composition likely because e.g., of missing BW. Therefore, TRWPs from test stands need to be chemically characterized prior to their use in hazard testing to validate their representativeness.

Regenerative braking system effectively reduces the formation of brake wear particles

Brake wear particles (BWPs) are considered one of the most significant non-exhaust particle emission sources from motor vehicles. Previous studies have primarily focused on BWPs from conventional fuel vehicles (CFVs), with limited research available on BWPs from new energy vehicles (NEVs). We developed an independent BWP emission testing system applicable to NEVs and conducted BWP emission tests on representative NEVs and CFVs under various testing cycles via a chassis dynamometer. The BWP emission characteristics of the NEVs equipped with regenerative braking system significantly differed from those of gasoline vehicles. For transient emission characteristics, gasoline vehicles exhibited higher peak concentrations during brake events than brake drag events, while those with regenerative braking exhibited the opposite feature. Under continuous braking, the concentration of ultrafine particles emitted by NEVs was reduced by more than 3 orders of magnitude compared to gasoline vehicles. In terms of single-particle morphology, BWPs could be mainly divided into three categories: carbonaceous particles, iron-rich particles, and mixed metal particles. We obtained realistic emission characteristics of BWPs from NEVs, which could provide data support and a scientific basis for the formulation of relevant emission standards and control measures in the future.

Exposure to PM2.5 Metal Constituents and Liver Cancer Risk in REVEAL-HBV

BACKGROUND

Ambient particulate matter is classified as a human Class 1 carcinogen, and recent studies found a positive relationship between fine particulate matter (PM2.5) and liver cancer. Nevertheless, little is known about which specific metal constituent contributes to the development of liver cancer.

OBJECTIVE

To evaluate the association of long-term exposure to metal constituents in PM2.5 with the risk of liver cancer using a Taiwanese cohort study.

METHODS

A total of 13,511 Taiwanese participants were recruited from the REVEAL-HBV in 1991-1992. Participants' long-term exposure to eight metal constituents (Ba, Cu, Mn, Sb, Zn, Pb, Ni, and Cd) in PM2.5 was based on ambient measurement in 2002-2006 followed by a land-use regression model for spatial interpolation. We ascertained newly developed liver cancer (ie, hepatocellular carcinoma [HCC]) through data linkage with the Taiwan Cancer Registry and national health death certification in 1991-2014. A Cox proportional hazards model was utilized to assess the association between exposure to PM2.5 metal component and HCC.

RESULTS

We identified 322 newly developed HCC with a median follow-up of 23.1 years. Long-term exposure to PM2.5 Cu was positively associated with a risk of liver cancer. The adjusted hazard ratio (HR) was 1.13 (95% confidence interval [CI], 1.02-1.25; P = 0.023) with one unit increment on Cu normalized by PM2.5 mass concentration in the logarithmic scale. The PM2.5 Cu-HCC association remained statistically significant with adjustment for co-exposures to other metal constituents in PM2.5.

CONCLUSION

Our findings suggest PM2.5 containing Cu may attribute to the association of PM2.5 exposure with liver cancer.

Direct measurement of brake and tire wear particles based on real-world driving conditions

With implementing vehicle emission control policies, tailpipe particulate emissions have been gradually controlled, and the relative contribution of non-tailpipe particulate emissions, such as brake and tire wear, has further increased. A unified and scientific method for sampling non-tailpipe particulate matter (PM) emissions is essential to improve the accuracy of the emission characteristics and factors. This study proposes a novel sampling method based on real-world driving conditions to obtain information on emissions and extract characteristic conditions for tire and brake pad wear. We extracted 200 representative braking segments for simulation experiments based on road type, initial and final velocities, temperature, and deceleration rate. Two standard test cycles to simulate the tire wear conditions of the front and rear wheels were constructed based on velocity, lateral, and vertical forces. Under the real-world driving condition test cycle, the emission factors of PM2.5 and PM10 for brake wear particles of passenger vehicles were 2.66 mg/km and 11.65 mg/km, respectively. In contrast, the emission factors of PM2.5 and PM10 for tire wear particles were 0.21 mg/km and 1.27 mg/km, respectively. Moreover, this study provides insights and basic data for localizing and improving the emission model, which can enhance its applicability and accuracy.

Application of Cu isotopes to identify Cu sources in soils impacted by multiple anthropogenic activities

Copper (Cu) is an important micronutrient for animals and plants, but it is toxic at high concentrations in soil. Soils adjacent to industrial areas would be subjected to severe Cu pollution. Identifying Cu sources in the surface environment is crucial for understanding their pollution level and fate. This study investigated Cu content, isotope composition of topsoils, and two soil profiles with varying levels of Cu contamination and related potential Cu sources in southwest China. The difference in Cu isotope compositions of tailing (1.29 ± 0.08 ‰), smelting fly ash (0.04 ± 0.03 ‰), coal (2.44 ± 0.09 ‰), coal-burning fly ash (0.34 ± 0.03 ‰), and geogenic soil (0.10 ± 0.03 ‰) enabled us to distinguish anthropogenic Cu from geogenic Cu. The plot of δ65Cu and 1/Cu demonstrates that Cu of the polluted soils was from three end-members: the smelting fly ash, the vehicle exhaust, and the background soils. Based on the mass balance model, we calculated that the fly ash from smelting was the major anthropogenic source, contributing approximately 29 % of Cu contamination in soils, and the diesel exhaust was another important source, with a contribution rate of approximately 25 %. Additionally, soil profile results suggest that anthropogenic Cu could transport through soil profiles and influence Cu content and isotope signatures of subsurface soils, at least to a depth of ∼60 cm. Finally, our research indicates that Cu isotopes could be a promising tool for tracing industrial pollution, as significant Cu isotope fractionation would occur during the smelting process. Our research highlights the contribution of smelting and diesel exhaust to Cu contamination in the soils in a representative mining area. These findings serve as a scientific foundation for the development of policy for pollution control in industrial-affected regions.

Characteristics and sources of PM2.5-bound elements in Shanghai during autumn and winter of 2019: Insight into the development of pollution episodes

Elemental composition of PM_2.5 dispersed in the atmosphere has received increasing attention due to its health effect and catalytic activities. In this study, the characteristics and source apportionment of PM_2.5-bound elements were investigated using hourly measurements. K is the most abundant metal element, followed by Fe > Ca > Zn > Mn > Ba > Pb > Cu > Cd. With an average of 8.8 ± 4.1 ng m^-3, Cd was the only element whose pollution level exceeded the limits of Chinese standards and WHO guidelines. The concentrations of As, Se, and Pb doubled in December compared to November, indicating a large increase in coal consumption in winter. The enrichment factors of As, Se, Hg, Zn, Cu, Cd, and Ag were larger than 100, indicating that anthropogenic activities greatly affected them. Ship emissions, coal combustion, soil dust, vehicle emissions, and industrial emissions were identified as major sources of trace elements. In November, the pollution from coal burning and industrial activities was significantly reduced, demonstrating the remarkable achievement of coordinated control measures. For the first time, hourly measurements of PM_2.5-bound elements and secondary sulfate and nitrate were used to investigate the development of dust and PM_2.5 events. During a dust storm event, secondary inorganic salts, potentially toxic elements, and crustal elements sequentially reached peak concentrations, indicating different source origins and formation mechanisms. During the winter PM_2.5 event, the sustained increase of trace elements was attributed to the accumulation of local emissions, while regional transport was responsible for the explosive growth before the end of the event. This study highlights the important role of hourly measurement data in distinguishing local accumulation from regional and long-range transport.

Development of Brake Activity Measurement Method for Heavy-Duty Vehicles

Tailpipe PM (particulate matter) emissions have been reduced due to decades of tightening regulations, however non-tailpipe PM emissions are not regulated and are expected to become a significant source of traffic related PM emissions. Previous studies have focused on emission measurement from laboratory and track tests. Their findings suggest brake wear PM emission rates are dependent on brake activity. Therefore, it is important to characterize brake emissions by first understanding the real-world brake activity from many different vehicle vocations and driving conditions. The goal of the current study is to establish a test method and analysis for brake activity measurements of heavy-duty vehicles. In this study, brake fluid pressure and brake pad temperature were measured for a heavy-duty vehicle during chassis and on-road driving tests. The chassis tests consisted of the Central Business District (CBD) cycle representative of a repetitive stop-and-go driving pattern of a bus, and the Urban Dynamometer Driving Schedule (UDDS) cycle representative of urban driving conditions of heavy-duty vehicles. The on-road tests consisted of a local Riverside City route focused on urban roads at low vehicle speeds with frequent braking, while the second route from Riverside City to Victorville focused on highway driving and downhill braking. The brake pad temperature of the triplicate CBD cycle gradually increased linearly with a slope of 2.3°C/min and the temperature per kinetic energy lost during braking increased by 2.3x10^-5 °C/J for the CBD cycle. The UDDS cycles had the largest kinetic energy loss between 3.2x10³ to 3.0x10⁵ J in the histogram. The local Riverside city route brake temperature increased by 2.0°C/min. The kinetic energy loss for the on-road tests were one order of magnitude larger than that of the dynamometer tests due to brake events occurring under higher speeds.

Characteristics of metal pollution and multi-isotopic signatures for C, Cu, Zn, and Pb in coastal sediments from special management areas in Korea

The concentrations and isotopic compositions of carbon (C), copper (Cu), zinc (Zn), and lead (Pb) in coastal sediments were analyzed to identify potential pollution sources. High concentrations of total organic carbon (TOC) and metals were found close to cities and industrial areas. The isotopic compositions of C, Cu, Zn, and Pb tended to decrease as their concentrations increased. Bi-plots between δ⁶⁵Cu and δ⁶⁶Zn showed that the isotopic compositions in most coastal sediments, except sediments around a smelter, were similar to the isotopic compositions of road dust in urban and industrial areas of Korea. Our results suggest that heavy metal pollution in coastal sediments is greatly influenced by the pollution source, such that most metals originate from traffic and industrial activities in the urban environment. This analysis of multiple isotopes provides insights concerning the transport mechanisms and clarifies potential sources of metal contamination in coastal environments.

Concentrations and predictors of aluminum, antimony, and lithium in breast milk: A repeated-measures study of donors

Aluminum (Al), antimony (Sb), and lithium (Li) are relatively common toxic metal(oid)s that can be transferred into breast milk and potentially to the nursing infant. This study assessed concentrations of Al, Sb, and Li in breast milk samples collected from donor mothers and explored the predictors of these concentrations. Two hundred forty-two pooled breast milk samples were collected at different times post-partum from 83 donors in Spain (2015-2018) and analyzed for Al, Sb, and Li concentrations. Mixed-effect linear regression was used to investigate the association of breast milk concentrations of these elements with the sociodemographic profile of the women, their dietary habits and utilization of personal care products (PCPs), the post-partum interval, and the nutritional characteristics of milk samples, among other factors. Al was detected in 94% of samples, with a median concentration of 57.63 μg/L. Sb and Li were detected in 72% and 79% of samples at median concentrations of 0.08 μg/L and 0.58 μg/L, respectively. Concentrations of Al, Sb, and Li were not associated with post-partum time. Al was positively associated with total lipid content of samples, weight change since before pregnancy, and coffee and butter intakes and inversely with meat intake. Li was positively associated with intake of chocolate and use of face cream and eyeliner and inversely with year of sample collection, egg, bread, and pasta intakes, and use of hand cream. Sb was positively associated with fatty fish, yoghurt, rice, and deep-fried food intakes and use of eyeliner and inversely with egg and cereal intakes and use of eyeshadow. This study shows that Al, Sb, and Li, especially Al, are widely present in donor breast milk samples. Their concentrations in the milk samples were most frequently associated with dietary habits but also with the lipid content of samples and the use of certain PCPs.

Accumulation of antimony and lead in leaves and needles of trees: The role of traffic emissions

Antimony (Sb) is a toxic metalloid, which has been increasingly used in the brake lining of vehicles, and increased concentrations have been found in soils near abundant traffic. However, since very few investigations of Sb accumulation in urban vegetation have been undertaken there exists a knowledge gap. We studied the concentrations of Sb in leaves and needles of trees in the Gothenburg City area, Sweden. In addition, lead (Pb), also associated with traffic, was investigated. Sb and Pb concentrations of Quercus palustris leaves at seven sites with contrasting traffic intensity varied substantially, correlated with the traffic-related PAH (polycyclic aromatic hydrocarbon) air pollution at the sites and increased during the growing season. Sb but not Pb concentrations were significantly higher in needles of Picea abies and Pinus sylvestris near major roads compared to sites at larger distances. In Pinus nigra needles at two urban streets both Sb and Pb were higher compared to an urban nature park environment, emphasising the role of traffic emissions for these elements. A continued accumulation of Sb and Pb in three years old needles of Pinus nigra, two years old needles of Pinus sylvestris and eleven years old needles of Picea abies was observed. Our data suggest a pronounced link between traffic pollution and Sb accumulation in leaves and needles, where the particles carrying Sb seem not to be transported very far from the source. We also conclude that there exists a strong potential for Sb and Pb bioaccumulation over time in leaves and needles. Implications of these findings are that increased concentrations of toxic Sb and Pb are likely to prevail in environments with high traffic intensity and that Sb can enter the ecological food chain by accumulation in leaves and needles, which is important for the biogeochemical cycling.

Trace Metal(loid) Migration from Road Dust to Local Vegetables and Tree Tissues and the Bioaccessibility-Based Health Risk: Impacts of Vehicle Operation-Associated Emissions

Traffic activities release large amounts of trace metal(loid)s in urban environments. However, the impact of vehicle operation-associated emissions on trace metal(loid) enrichment in road dust and the potential migration of these trace metal(loid)s to the surrounding environment remain unclear. We evaluated the contamination, sequential fraction, and bioaccessibility of trace metal(loid)s in urban environments by assessing their presence in road dust, garden vegetables, and tree tissues, including bark and aerial roots, at a traffic-training venue impacted by vehicle operation emissions and, finally, calculated the bioaccessibility-based health risk. The results indicated a significant accumulation of trace metal(loid)s in road dust, with the highest lead (Pb), cadmium (Cd), and antimony (Sb) concentrations in the garage entrance area due to higher vehicle volumes, frequent vehicle starts and stops, and lower speeds. Aerial roots exposed to hill start conditions exhibited the highest Pb, Zn, and Sb levels, potentially caused by high road dust resuspension, confirming that this tree tissue is an appropriate bioindicator. Sequential extraction revealed high percentages of carbonate-, Fe/Mn oxide-, and organic/sulphide-associated fractions of Pb, copper (Cu), and zinc (Zn) in road dust, while most Cd, Cr, Ni, and Sb occurred as residual fractions. According to the potential mobilizable fractions in sequential extraction, the in vitro gastrointestinal method could be more suitable than the physiologically based extraction test to evaluate the bioaccessibility-related risk of traffic-impacted road dust. The bioaccessibility-based health risk assessment of the road dust or soil confirmed no concern about noncarcinogenic risk, while the major risk originated from Pb although leaded gasoline was prohibited before the venue establishment. Furthermore, the cancer risks (CRs) analysis showed the probable occurrence of carcinogenic health effects from Cd and Ni to adults and from Cd, Cr, and Ni to children. Furthermore, the Cd and Pb concentrations in the edible leaves of cabbage and radish growing in gardens were higher than the recommended maximum value. This study focused on the health risks of road dust directly impacted by vehicle emissions and provides accurate predictions of trace metal(loid) contamination sources in the urban environment.

Tailpipe and Nontailpipe Emission Factors and Source Contributions of PM10 on Major Freeways in the Los Angeles Basin

In this study, the emission factors of PM₁₀ and its chemical constituents from various contributing sources including nontailpipe and tailpipe emissions were estimated on two interstate freeways in the Los Angeles basin. PM₁₀ samples were collected on the I-110 and I-710 freeways as well as at the University of Southern California (USC) campus as the urban background site, while freeway and urban background CO₂ levels were measured simultaneously. PM₁₀ samples were analyzed for their content of chemical species which were used to estimate the emission factors of PM₁₀ and its constituents on both I-110 and I-710 freeways. The estimated values were employed to determine the emission factors for light (LDV) and heavy-duty vehicles (HDV). The quantified species were also processed by the positive matrix factorization (PMF) model to produce PM₁₀ freeway source profiles and their contribution to PM₁₀ mass concentrations. Using the PMF factor profiles and emission factors on the two freeways, we characterized the emission factors for light-duty and heavy-duty vehicles by each nontailpipe source. Our findings indicated higher nontailpipe emission factors of PM₁₀ and metal elements on the I-710 freeway compared to the I-110 freeway, due to the higher fraction of heavy-duty vehicles (HDVs) on that freeway. Furthermore, the generation of nontailpipe PM₁₀ from resuspension of road dust was twice of tire and brake wear. The results of this study provide significant insights into PM₁₀ freeway emissions and particularly the overall contribution of nontailpipe and tailpipe sources in Los Angeles, which can be helpful to modelers and air quality officials in assessing the importance of individual traffic-related emissions on the overall population exposure.

Study on the effect of vehicular pollution on the ambient concentrations of particulate matter and carbon dioxide in Srinagar City

The present study was carried out to monitor the ambient concentrations of particulate matter and carbon dioxide caused by vehicular pollution in Srinagar City of Jammu and Kashmir, India, for a period of 12 months from June 2019 to May 2020 as the major contributions in these areas are due to vehicular movement. Out of five, four locations (viz. Dalgate, Jehangir Chowk, Parimpora and Pantha Chowk) had highest traffic density in the city and the fifth location (Shalimar) had low traffic volume. The sampling was done on every fortnight using AEROCET 831-aerosol mass monitor and CDM 901-CO₂ monitor with each sampling being carried out three times a day, i.e. morning (9:00 am-10:30 am), afternoon (1:00 pm-2:30 pm) and evening (4:30 pm-6:00 pm) with three replications at each site based on the peak traffic hours. The results show that during the whole period, average PM₁ concentrations ranged from 15.10 to 108.9 µg/m³, PM_2.5 (28.70-577.50 µg/m³), PM₄ (44.50-780.87 µg/m³), PM₁₀ (57.13-1225.53 µg/m³), total suspended particulates (77.77-1410.27 µg/m³) and CO₂ (332.4-655.0 ppm). The average concentrations of these parameters showed that the maximum PM₁ concentration was found at Dalgate (53.77 µg/m³) and PM_2.5 had its maximum average concentration at Jehangir Chowk (140.13 µg/m³). Other parameters like PM₄, PM₁₀, TSP and CO₂ had a maximum average values at Jehangir Chowk (240.23 µg/m³, 633.40 µg/m³, 853.50 µg/m³ and 533.20 ppm, respectively). The pollution load was observed to be maximum during winter season followed by autumn, summer and spring. The lowest concentration of all pollutants except CO₂ was observed in April 2020 and this might be due to COVID-19 lockdown observed in the country during the same period.

Gridded distribution of total suspended particulate matter (TSP) and their chemical characterization over Delhi during winter

In the present study, total suspended particulate matter (TSP) samples were collected at 47 different sites (47 grids of 5 × 5 km² area) of Delhi during winter (January-February 2019) in campaign mode. To understand the spatial variation of sources, TSP samples were analyzed for chemical compositions including carbonaceous species [organic carbon (OC), elemental carbon (EC), and water-soluble organic carbon (WSOC)], water-soluble total nitrogen (WSTN), water-soluble inorganic nitrogen (WSIN), polycyclic aromatic hydrocarbons (16 PAHs), water-soluble inorganic species (WSIS) (F^-, Cl^-, SO₄^2-, NO₂^-, NO₃^-, PO₄^3-, NH₄⁺, Ca²⁺, Mg²⁺, Na⁺, and K⁺), and major and minor trace elements (B, Na, Mg, Al, P, S, Cl, K, Ca, Ti, Fe, Zn, Cr, Mn, Cu, As, Pd, F, and Ag). During the campaign, the maximum concentration of several components of TSP (996 μg/m³) was recorded at the Rana Pratap Bagh area, representing a pollution hotspot of Delhi. The maximum concentrations of PAHs were recorded at Udhyog Nagar, a region close to heavily loaded diesel vehicles, small rubber factories, and waste burning areas. Higher content of Cl^- and Cl^-/Na⁺ ratio (>1.7) suggests the presence of nonmarine anthropogenic sources of Cl^- over Delhi. Minimum concentrations of OC, EC, WSOC, PAHs, and WSIS in TSP were observed at Kalkaji, representing the least polluted area in Delhi. Enrichment factor <5.0 at several locations and a significant correlation of Al with Mg, Fe, Ti, and Ca and C/N ratio indicated the abundance of mineral/crustal dust in TSP over Delhi. Principal component analysis (PCA) was also performed for the source apportionment of TSP, and extracted soil dust was found to be the major contributor to TSP, followed by biomass burning, open waste burning, secondary aerosol, and vehicular emissions.

Size-resolved, quantitative evaluation of the magnetic mineralogy of airborne brake-wear particulate emissions

Exposure to particulate air pollution has been associated with a variety of respiratory, cardiovascular and neurological problems, resulting in increased morbidity and mortality worldwide. Brake-wear emissions are one of the major sources of metal-rich airborne particulate pollution in roadside environments. Of potentially bioreactive metals, Fe (especially in its ferrous form, Fe²⁺) might play a specific role in both neurological and cardiovascular impairments. Here, we collected brake-wear particulate emissions using a full-scale brake dynamometer, and used a combination of magnetic measurements and electron microscopy to make quantitative evaluation of the magnetic composition and particle size of airborne emissions originating from passenger car brake systems. Our results show that the concentrations of Fe-rich magnetic grains in airborne brake-wear emissions are very high (i.e., ~100-10,000 × higher), compared to other types of particulate pollutants produced in most urban environments. From magnetic component analysis, the average magnetite mass concentration in total PM₁₀ of brake emissions is ~20.2 wt% and metallic Fe ~1.6 wt%. Most brake-wear airborne particles (>99 % of particle number concentration) are smaller than 200 nm. Using low-temperature magnetic measurements, we observed a strong superparamagnetic signal (indicative of ultrafine magnetic particles, < ~30 nm) for all of the analysed size fractions of airborne brake-wear particles. Transmission electron microscopy independently shows that even the larger size fractions of airborne brake-wear emissions dominantly comprise agglomerates of ultrafine (<100 nm) particles (UFPs). Such UFPs likely pose a threat to neuronal and cardiovascular health after inhalation and/or ingestion. The observed abundance of ultrafine magnetite particles (estimated to constitute ~7.6 wt% of PM_0.2) might be especially hazardous to the brain, contributing both to microglial inflammatory action and excess generation of reactive oxygen species.

Characteristics of Potentially Toxic Elements, Risk Assessments, and Isotopic Compositions (Cu-Zn-Pb) in the PM10 Fraction of Road Dust in Busan, South Korea

The pollution status of ten potentially toxic elements (PTEs), isotopic compositions (Cu, Zn, Pb), and the potential ecological risk posed by them were investigated in the PM10 fraction of road dust in Busan Metropolitan city, South Korea. Enrichment factors revealed extremely to strongly polluted levels of Sb, Cd, Zn, Pb, and Cu in the PM10 fraction of road dust, with Sb levels being the highest. Statistical analyses showed that the major cause for contamination with PTEs was non-exhaust traffic emissions such as tire and brake wear. Cu and Zn isotopic compositions of road dust were related to traffic-related emission sources such as brake and tires. Pb isotopic compositions were close to that of road paint, indicating that Pb was a different source from Cu and Zn in this study. No significant health risk was posed by the PTEs. Taking into account the total length of road in Busan, a high quantity of PTEs in road dust (PM10) can have serious deleterious effects on the atmospheric environment and ecosystems. The results of metal concentrations and isotopic compositions in road dust will help identify and manage atmospheric fine particle and coastal metal contamination derived from fine road dust.

Characterizing the sources, concentrations and resuspension potential of metals and metalloids in the thoracic fraction of urban road dust

Road dust is a sink and source of metals and metalloids of human health concern. To date, many studies have examined the composition of road dust but there remain critical knowledge gaps on the chemistry of thoracic fractions (< 10 μm) and their patterns of deposition and resuspension. The goal of this study is to characterize the elemental concentrations and sources of thoracic fractions of road dust and their resuspension potential for Toronto, Ontario, Canada. Bulk and thoracic road sweepings were acid digested (HF, HClO₄, HNO₃ and HCl) and the elemental concentrations measured using ICP-MS. Principal component analysis (PCA) was applied to infer source emissions. Annual elemental loadings to roads were estimated using data on total sweepings collected by the City of Toronto. The mass amounts of metals and metalloids (< 10 μm) available for resuspension were calculated assuming a contribution of 10% to total loadings for this fraction. The median trace element concentrations in city sweepings (n = 64) ranged from highest to lowest as follows: Mn > Zn > Ba > Cr > Cu > Pb > V > Ni > Sn > Mo > Co > As > Sb > Cd. Iron, Cr, Ni, Co, Mo and Cu levels were significantly associated with road class, with the highest concentrations measured for the expressway. Most elements, especially Sb and Zn, were enriched in thoracic sweepings. The PCA results demonstrate the importance of non-fossil fuel, traffic-related elemental emissions. Difficulties in identifying sources, given uncertainties regarding overlapping chemical profiles, are also highlighted. Significant elemental loadings to roads were estimated to occur, with the largest amounts identified for Fe, Al, Mn, Zn, Cr and Cu. Road dust resuspension is predicted to be the most important source of emissions for Fe, Al, Mn, Cr, V, Sn, Mo, Co and Sb.

Development and validation of in-situ and laboratory X-ray fluorescence (XRF) spectroscopy methods for moss biomonitoring of metal pollution

Metals are among the pollutants of highest concern in urban areas due to their persistence, bioavailability and toxicity. High concentrations of metals threaten aquatic ecosystem functioning and biodiversity, as well as human health. High-resolution estimates of pollutant sources are required to mitigate exposure to toxic compounds by identifying the specific locations and associated site characteristics where the deposition of metals is greatest. Mosses have been widely used as low-cost biological monitors of metal pollution for decades, because they readily accumulate pollutants over time, reflecting long term pollution levels. However, spectroscopic techniques to determine the concentration of metal pollutants in moss samples still require expensive instrumentation and involve time consuming sample preparation protocols with heavy use of reagents. Here we present protocols to perform in-situ and laboratory X-ray fluorescence (XRF) spectroscopy of epiphytic moss as rapid, low-cost, and accurate alternatives to conventional metal pollution biomonitoring. We also report on a preliminary validation of the measurements using mass fractions determined by inductively coupled plasma atomic emission spectroscopy (ICP-OES) as reference.•XRF measurements are taken from moss directly on tree trunks in less than five minutes.•Grinding and pelletizing of moss enables definitive quantitation (R²>0.90) of metals through portable XRF.

Low-cost biomonitoring and high-resolution, scalable models of urban metal pollution

As the global toll on human lives and ecosystems exacted by urban pollution grows, planning tools still lack the resolution to identify priority sites where toxic pollution can be most efficiently averted at a spatial scale that matches funding and management. Here we tackle this gap by demonstrating novel scalable methods to monitor and predict urban metal pollution at high resolution (<5 m) across large areas (10,000-100,000 km²) to guide pollution reduction and stormwater management. We showcase and calibrate predictive models of Zn, Cu, and a synthetic index of pollution for the Puget Sound region of Washington State, U.S., a densely urbanized yet important ecosystem of conservation interest, and exemplify their transferability across the entire United States. We leveraged widely and freely available datasets of car traffic characteristics and land use as predictor variables and trained the models with biological monitoring data of metal concentrations in epiphytic moss from >100 trees based on new rapid and low-cost protocols introduced in this study. Our model predictions, showing that 50% of the total Cu and Zn pollution across the Puget Sound watershed is deposited over only 3.3% of the land area, will allow cities to effectively and efficiently target toxic hotspots.

Non-exhaust traffic emissions: Sources, characterization, and mitigation measures

Non-exhaust emissions (NEE) of particulate matter (PM) from brake, tyre, road pavement and railway wear, as well as resuspension of already deposited road dust, account for up to 90% by mass of total traffic-related PM emitted. This review aims at analysing the current knowledge on road traffic NEE regarding sources, particle generation processes, chemical and physical characterization, and mitigation strategies. The literature on this matter often presents highly variable and hardly comparable results due to the heterogeneity of NEE sources and the absence of standardized sampling and measurement protocols. As evidence, emission factors (EFs) were found to range from 1 mg km^-1 veh^-1 to 18.5 mg km^-1 veh^-1 for brake wear, and from 0.3 mg km^-1 veh^-1 to 7.4 mg km^-1 veh^-1 for tyre wear. Resuspended dust, which varies in even wider ranges (from 5.4 mg km^-1 veh^-1 to 330 mg km^-1 veh^-1 for cars), is considered the prevailing NEE source. The lack of standardized monitoring approaches resulted in the impossibility of setting international regulations to limit NEE. Therefore, up until now the abatement of NEE has only been achieved by mitigation and prevention strategies. However, the effectiveness of these measures still needs to be improved and further investigated. As an example, mitigation strategies, such as street washing or sweeping, proved effective in reducing PM levels, but only in the short term. The replacement of internal combustion engines vehicles with electric ones was instead proposed as a prevention strategy, but there are still concerns regarding the increase of NEE deriving from the extra weight of the batteries. The data reported in this review highlighted the need for future studies to broaden their research area, and to focus not only on the standardization of methods and the introduction of regulations, but also on improving already existing technologies and mitigating strategies.

Real-time measurement and source apportionment of elements in Delhi's atmosphere

Delhi, the capital of India, suffers from heavy local emissions as well as regional transport of air pollutants, resulting in severe aerosol loadings. To determine the sources of these pollutants, we have quantified the mass concentrations of 26 elements in airborne particles, measured by an online X-ray fluorescence spectrometer with time resolution between 30 min and 1 h. Measurements of PM₁₀ and PM_2.5 (particulate matter <10 μm and < 2.5 μm) were conducted during two consecutive winters (2018 and 2019) in Delhi. On average, 26 elements from Al to Pb made up ~25% and ~19% of the total PM₁₀ mass (271 μg m^-3 and 300 μg m^-3) in 2018 and 2019, respectively. Nine different aerosol sources were identified during both winters using positive matrix factorization (PMF), including dust, non-exhaust, an S-rich factor, two solid fuel combustion (SFC) factors and four industrial/combustion factors related to plume events (Cr-Ni-Mn, Cu-Cd-Pb, Pb-Sn-Se and Cl-Br-Se). All factors were resolved in both size ranges (but varying relative concentrations), comprising the following contributions to the elemental PM₁₀ mass (in % average for 2018 and 2019): Cl-Br-Se (41.5%, 36.9%), dust (27.6%, 28.7%), non-exhaust (16.2%, 13.7%), S-rich (6.9%, 9.2%), SFC1 + SFC2 (4%, 7%), Pb-Sn-Se (2.3%, 1.66%), Cu-Cd-Pb (0.67%, 2.2%) and Cr-Ni-Mn (0.57%, 0.47%). Most of these sources had the highest relative contributions during late night (22:00 local time (LT)) and early morning hours (between 03:00 to 08:00 LT), which is consistent with enhanced emissions into a shallow boundary layer. Modelling of airmass source geography revealed that the Pb-Sn-Se, Cl-Br-Se and SFC2 factors prevailed for northwest winds (Pakistan, Punjab, Haryana and Delhi), while the Cu-Cd-Pb and S-rich factors originated from east (Nepal and Uttar Pradesh) and the Cr-Ni-Mn factor from northeast (Uttar Pradesh). In contrast, SFC1, dust and non-exhaust were not associated with any specific wind direction.

Tyre Weights an Overlooked Diffuse Source of Lead and Antimony to Road Runoff

Lead (Pb) remains elevated in road runoff and roadside dust, which has been attributed to legacy lead in surface soils from leaded petrol. However, “lead” tyre weights, an alloy of 95% Pb and 5% Sb, may be a relatively unrecognised diffuse source of Pb and Sb as they are still used in many countries. An unknown number of these weights drop off tyre rims and deposit on the road where they are abraded and dispersed, potentially causing adverse environmental effects. The type, number and weight of tyre weights lost from motor vehicles were characterised for a range of roading infrastructures and motor vehicle intensities in a 38 month long study of a 6.9 km length of road in Hamilton City, New Zealand. Overall, 1070 tyre weights with a combined mass of 18.6 kg were collected. About 96.4% of the collected weights were made of “lead”, which is an alloy of 95% Pb and 5% Sb, indicating tyre weights can be a major source of Pb and Sb in urban areas. The tyre weight distribution on roads used in this study depended mainly on traffic density and the prevalence of “start stop” patterns in traffic flow influenced by roundabouts and intersections. “Lead” tyre weights should be phased out and replaced with environmentally benign materials.

Methylmercury concentrations and potential sources in atmospheric fine particles in Beijing, China

The characteristics and sources of methylmercury (MeHg) in atmospheric fine particles remain poorly elucidated. We obtained the concentrations of MeHg bound to atmospheric fine particles in four seasons, from September 2015 to July 2016, at an urban site in Beijing, China. Concentrations ranged from <0.01 to 1.33 pg m^-3, averaging at 0.21 ± 0.17 pg m^-3. The highest concentration of MeHg in atmospheric fine particles occurred in summer. Relatively high mass composition of MeHg in atmospheric fine particles occurred when the concentrations of PM_2.5 were low. Intense sunlight and atmospheric oxidants promoted the formation of MeHg that was then enriched on atmospheric fine particles. Moreover, precipitation scavenged 29.4-77.0% of the MeHg bound to atmospheric fine particles. The possible sources of MeHg in atmospheric fine particles were identified using Positive Matrix Factorization (PMF) model. Dimethylmercury (DMeHg) decomposition and MeHg surface volatilization, combustion and marine sources, dust, and heterogeneous reactions contributed 47.8%, 18.7%, 16.4%, and 13.2% of the MeHg in atmospheric fine particle, respectively. This study supplements knowledge on the concentrations, atmospheric processes, and sources of MeHg in atmospheric fine particles.

A systematic review on global pollution status of particulate matter-associated potential toxic elements and health perspectives in urban environment

Airborne particulate matter (PM) that is a heterogeneous mixture of particles with a variety of chemical components and physical features acts as a potential risk to human health. The ability to pose health risk depends upon the size, concentration and chemical composition of the suspended particles. Potential toxic elements (PTEs) associated with PM have multiple sources of origin, and each source has the ability to generate multiple particulate PTEs. In urban areas, automobile, industrial emissions, construction and demolition activities are the major anthropogenic sources of pollution. Fine particles associated with PTEs have the ability to penetrate deep into respiratory system resulting in an increasing range of adverse health effects, at ever-lower concentrations. In-depth investigation of PTEs content and mode of occurrence in PM is important from both environmental and pathological point of view. Considering this air pollution risk, several studies had addressed the issues related to these pollutants in road and street dust, indicating high pollution level than the air quality guidelines. Observed from the literature, particulate PTEs pollution can lead to respiratory symptoms, cardiovascular problems, lungs cancer, reduced lungs function, asthma and severe case mortality. Due to the important role of PM and associated PTEs, detailed knowledge of their impacts on human health is of key importance.

Study of Brake Wear Particle Emissions: Impact of Braking and Cruising Conditions

A novel measurement setup is designed, constructed, and validated by theoretical simulations and by experiments enabling sensitive and loss-free brake particle emission investigations. With the goal to simulate realistic driving, a 3 h subsection of the Los Angeles City Traffic (LACT) cycle is selected as test cycle. The tests are performed with the front brake of a midsize passenger vehicle under both static laboratory and more dynamic realistic conditions that include parasitic drag and vehicle brake temperatures (advanced vehicle simulations). A PM₁₀ emission factor of around 4.6 mg km^-1 brake^-1 is determined. During five cycle runs the emission factor in terms of particle number decreases by 1 order of magnitude. This decrease is accompanied by a shift of the critical brake temperature T_crit, at which ultrafine particle emissions occur, from 140 to 170 °C. Investigations with advanced vehicle simulations generate brake temperatures below T_crit and consequently do not show ultrafine particle emissions above background level. A particle number emission factor of approximately 4.9 × 10¹⁰ km^-1 brake^-1 is estimated for realistic vehicle brake temperatures. Particle formation during cruising is clearly identified. The brake drag is estimated to contribute about 34% to the total airborne particle mass emission.

Chemical Characterization of Two Seasonal PM2.5 Samples in Nanjing and Its Toxicological Properties in Three Human Cell Lines

PM2.5 pollution is of great concern in China due to its adverse health effects. Many diseases have been proven to be associated with PM2.5 components, but the effects of chemical characteristics of PM2.5 on toxicological properties, especially in different human organs, are poorly understood. In this study, two seasonal PM2.5 samples (summer and winter) were collected in Nanjing, and their chemical compositions (heavy metals, water-soluble ions, organic carbon (OC), and elemental carbon (EC)) were analyzed. Human lung epithelial carcinoma cells (A549), human hepatocellular liver carcinoma cells (HepG2), and human neuroblastoma cells (Sh-Sy5y) were employed to evaluate the toxicological properties of the collected PM2.5. The results showed that the average mass concentrations of PM2.5 were lower in summer (51.3 ± 21.4 μg/m3) than those in winter (62.1 ± 21.5 μg/m3). However, the mass fractions of heavy metals, OC, and EC exhibited an opposite seasonal difference. Among all tested fractions, water-soluble ions were the major compositions of particles in both summer and winter, especially the secondary ions (SO42−, NO3− and NH4+). Besides, the ratio of OC/EC in PM2.5 was greater than two, indicating serious secondary pollution in this area. The NO3–/SO42− ratio (< 1) suggested that fixed sources made important contributions. The toxicological results showed that PM2.5 in the summer and winter significantly inhibited cell viability (p < 0.01) and induced intracellular reactive oxygen species (ROS) production (p < 0.01). Moreover, the viability inhibition in A549, Sh-Sy5y, and HepG2 cells was more prominent in summer, especially at high PM2.5 (400 μg/mL) (p < 0.05), and the induction of reactive oxygen species (ROS) in A549 and Sh-Sy5y cells was also more evident in summer. Such seasonal differences might be related to the variations of PM2.5 components.

Improved bioleaching of copper and zinc from brake pad waste by low-temperature thermal pretreatment and its mechanisms

A considerable amount of brake pad waste which is composed of phenolic resin and a variety of toxic heavy metals is produced both in China and around the world owing to the flourishing automobile industry. The safe, low cost and eco-sound bioleaching was utilized to extract the valuable metals Cu and Zn from the waste. The results showed that although bioleaching is more efficient in the extraction of Cu and Zn than the chemical counterpart, rather low bioleaching yields of 34% for Cu and 72% for Zn were obtained because of the complicated components and refractory nature of the waste. However, a low-temperature thermal pretreatment at 400 °C notably lifted the bioleaching efficiencies of Cu and Zn to 98% and nearly 100%, respectively. The thermal treatment removed the oil substances, transformed the acid insoluble Cu⁰ into acid soluble CuO and destroyed the chelation/complexation of the phenolic resin to loose Cu and Zn, promoting bioleaching performance of Cu and Zn. The combined processes of low-temperature thermal pretreatment and bioleaching is totally qualified for the extraction of Cu and Zn from the refractory waste.

Tire wear particles in the aquatic environment - A review on generation, analysis, occurrence, fate and effects

Tire wear particles (TWP), generated from tire material during use on roads have gained increasing attention as part of organic particulate contaminants, such as microplastic, in aquatic environments. The available information on properties and generation of TWP, analytical techniques to determine TWP, emissions, occurrence and behavior and ecotoxicological effects of TWP are reviewed with a focus on surface water as a potential receptor. TWP emissions are traffic related and contribute 5-30% to non-exhaust emissions from traffic. The mass of TWP generated is estimated at 1,327,000 t/a for the European Union, 1,120,000 t/a for the United States and 133,000 t/a for Germany. For Germany, this is equivalent to four times the amount of pesticides used. The mass of TWP ultimately entering the aquatic environment strongly depends on the extent of collection and treatment of road runoff, which is highly variable. For the German highways it is estimated that up to 11,000 t/a of TWP reach surface waters. Data on TWP concentrations in the environment, including surface waters are fragmentary, which is also due to the lack of suitable analytical methods for their determination. Information on TWP properties such as density and size distribution are missing; this hampers assessing the fate of TWP in the aquatic environment. Effects in the aquatic environment may stem from TWP itself or from compounds released from TWP. It is concluded that reliable knowledge on transport mechanism to surface waters, concentrations in surface waters and sediments, effects of aging, environmental half-lives of TWP as well as effects on aquatic organisms are missing. These aspects need to be addressed to allow for the assessment of risk of TWP in an aquatic environment.

Chemical fractionation and mobility of traffic-related elements in road environments

Due to considerable progress in exhaust control emission technology and extensive regulatory work regarding this issue, non-exhaust sources of air pollution have become a growing concern. This research involved studying three types of road environment samples such as road dust, sludge from storm drains and roadside soil collected from heavily congested and polluted cities in Poland (Krakow, Warszawa, Opole and Wroclaw). Particles below 20 µm were examined since it was previously estimated that this fine fraction of road dust is polluted mostly by metals derived from non-exhaust sources of pollution such as brake linings wear. Chemical analysis of all samples was combined with a fractionation study using BCR protocol. It was concluded that the finest fractions of road environment samples were significantly contaminated with all of the investigated metals, in particular with Zn, Cu, both well-known key tracers of brake and tire wear. In Warszawa, the pollution index for Zn was on average 15-18 times the background value, in Krakow 12 times, in Wroclaw 8-12 times and in Opole 6-9 times the background value. The pollution index for Cu was on average 6-14 times the background in Warszawa, 7-8 times in Krakow, 4-6 times in Wroclaw and in Opole 5 times the background value. Fractionation study revealed that mobility of examined metals decreases in that order: Zn (43-62%) > Cd (25-42%) > Ni (6-16%) > Cu (3-14%) > Pb (1-8%). It should, however, be noted that metals even when not mobile in the environment can become a serious health concern when ingested or inhaled.

Road Environments: Impact of Metals on Human Health in Heavily Congested Cities of Poland

Road dust as a by-product of exhaust and non-exhaust emissions can be a major cause of systemic oxidative stress and multiple disorders. Substantial amounts of road dust are repeatedly resuspended, in particular at traffic lights and junctions where more braking is involved, causing potential threat to pedestrians, especially children. In order to determine the degree of contamination in the heavily traffic-congested cities of Poland, a total of 148 samples of road dust (RD), sludge from storm drains (SL) and roadside soil (RS) were collected. Sixteen metals were analysed using inductively coupled plasma mass spectrometry (ICP-MS), inductively coupled plasma atomic emission spectroscopy (ICP-OES) and atomic absorption spectroscopy (AAS) in all samples. Chemical evaluation followed by Principal Component Analysis (PCA) revealed that road environments have been severely contaminated with traffic-related elements. Concentration of copper in all road-environment samples is even higher, exceeding even up to 15 times its average concentrations established for the surrounding soils. Non-carcinogenic health risk assessment revealed that the hazard index (HI) for children in all road-environment samples exceeds the safe level of 1. Therefore, greater attention should be paid to potential health risks caused by the ingestion of traffic-related particles during outdoor activities.

Generation of Nanoparticles from Friction between Railway Brake Disks and Pads

In this study, we measured the size distribution of particles ranging in size from 5.6 to 560 nm that were emitted between brake disks and pads under various braking conditions to observe and analyze changes to the resulting particle size distribution over braking time. A peak of 178-275 nm (200 nm peak) was observed in all braking conditions. However, the generation of spherical particles of a 10 nm range was observed only when the disk speed and brake force were above certain levels and intensified only when speed and brake force further increased. The total number concentration of ultrafine particles (no larger than 0.1 μm; PM0.1) generated was found to correlate with disk speed and brake force. Thus, the generation of nanoparticles resulting from disk speed and brake force was attributable primarily to increases in the contact surface temperature. The critical temperature for the generation of nanoparticles of a 10 nm range was found to be about 70 °C, which is the average temperature between the surface and the inside of the disk. If the speed or brake force was higher, that is, the temperature of the contact surface reached a certain level, evaporation and condensation took place. Vapor then left the friction surface, met with the air, and quickly cooled to form nanoparticles through nucleation. When the newly generated particles became highly concentrated, they grew through coagulation to form agglomerates or the vapor condensed directly onto the surface of existing particles of about 200 nm (formed by mechanical friction).

Spatial Variation in the Accumulation of Elements in Thalli of the Lichen Pseudevernia furfuracea (L.) Zopf Transplanted Around a Biomass Power Plant in Italy

Thalli of the lichen Pseudevernia furfuracea were transplanted for 3 months at 32 sites located in and around an industrial area of S Italy whose main anthropogenic sources of atmospheric trace elements are a biomass power plant and vehicular emissions. Meteorological stations were deployed at four sites for finer detection of local wind patterns. The station near the biomass power plant showed a significant S-SE wind component not detectable by measurements made at the regional scale or by the other local meteorological stations. Sb, Sn, and Mo showed a very high degree of covariance and a statistically significant correlation with traffic rate. No element concentrations in the exposed thalli were correlated with distance from the biomass power plant, although Ti and Co concentrations showed a significant correlation with the "Potential Number of Times the Winds coming from the biomass power plant Reach each exposure Site" (PNTWRS). This value is calculated dividing the time (minutes) during the experimental trimester that the wind blows from the power plant into each of the four geographical sides by the time (minutes) the winds passing through the power plant take to reach the exposure sites in each of the four geographical sides.) during the period of thalli transplantation. Moreover, there were significant differences among clusters of sites with different levels of enrichment of Ti, Co, Al, V, and Cu and a "local control" group. These results, together with the high covariance of the Al-Ti and V-Co pairs, indicate an association between the biomass power plant and spatial variation of Ti, Co, Al, and V levels in the transplanted lichens. The nature of the fuels used in the biomass power plant explains the spatial variation of As, Cr, Cu, and Zn concentrations.

ROS production and gene expression in alveolar macrophages exposed to PM(2.5) from Baghdad, Iraq: Seasonal trends and impact of chemical composition

The objective of this study was to assess the impact of changes in atmospheric particulate matter (PM) composition on oxidative stress markers in an in-vitro alveolar macrophage (AM) model. Fifty-three PM2.5 samples were collected during a year-long PM sampling campaign in Baghdad, Iraq, a semi-arid region of the country. Monthly composites were analyzed for chemical composition and for biological activity using in-vitro measurements of ROS production and gene expression in the AM model. Twelve genes that were differentially expressed upon PM exposure were identified and their co-associations with the composition of PM2.5 were examined. Ten of those genes were up-regulated in January and April composites; samples which also exhibited high ROS activity and relatively high PM mass concentration. ROS production was statistically correlated with total PM2.5 mass, levoglucosan (a wood burning tracer) and several trace elements of the PM (especially V and Ni, which are associated with oil combustion). The expression of several cytokine genes was found to be moderately associated with PM mass, crustal materials (indication of dusty days or dust storms) and certain metals (e.g. V, Fe and Ni) in the PM. Thus, the ROS activity association with PM2.5, may, in part, be driven by redox-active metals. The antioxidant response genes (Nqo1 and Hmox1) were moderately associated with polyaromatic hydrocarbons (PAHs) and showed a good correlation (r-Pearson of >0.7) with metals linked to vehicle-related emissions (i.e. Cu, Zn and Sb). Examining these associations in a larger sample pool (e.g. daily samples) would improve the power of the analysis and may strengthen the implication of these chemicals in the oxidative stress of biological systems, which could aid in the development of new metrics of PM toxicity.

Present knowledge and perspectives on the role of copper in brake materials and related environmental issues: A critical assessment

This critical review presents several aspects related to the use of copper as a main component in brake pads in road vehicles. The compositions of these materials are attracting increasing interest and concern due to the relative contribution of wear products to particulate matter emissions in the environment as a result of braking action even though there has been a reduction in exhaust products from internal combustion engines. We review the data on the main wear mechanisms in brake systems and highlight the positive role of copper. However, similar to other heavy metal emissions, even the release of copper into the atmosphere may have important environmental and health effects. Thus, several replacement strategies are being pursued, and the positive and negative features will be critically reviewed. Additionally, the future perspectives in materials development will be discussed.

Antimony leaching release from brake pads: Effect of pH, temperature and organic acids

Metals from automotive brake pads pollute water, soils and the ambient air. The environmental effect on water of antimony (Sb) contained in brake pads has been largely untested. The content of Sb in one abandoned brake pad reached up to 1.62×10(4) mg/kg. Effects of initial pH, temperature and four organic acids (acetic acid, oxalic acid, citric acid and humic acid) on Sb release from brake pads were studied using batch reactors. Approximately 30% (97 mg/L) of the total Sb contained in the brake pads was released in alkaline aqueous solution and at higher temperature after 30 days of leaching. The organic acids tested restrained Sb release, especially acetic acid and oxalic acid. The pH-dependent concentration change of Sb in aqueous solution was best fitted by a logarithmic function. In addition, Sb contained in topsoil from land where brake pads were discarded (average 9×10(3) mg/kg) was 3000 times that in uncontaminated soils (2.7±1 mg/kg) in the same areas. Because potentially high amounts of Sb may be released from brake pads, it is important that producers and environmental authorities take precautions.

Brake wear particle emissions: a review

Traffic-related sources have been recognized as a significant contributor of particulate matter particularly within major cities. Exhaust and non-exhaust traffic-related sources are estimated to contribute almost equally to traffic-related PM10 emissions. Non-exhaust particles can be generated either from non-exhaust sources such as brake, tyre, clutch and road surface wear or already exist in the form of deposited material at the roadside and become resuspended due to traffic-induced turbulence. Among non-exhaust sources, brake wear can be a significant particulate matter (PM) contributor, particularly within areas with high traffic density and braking frequency. Studies mention that in urban environments, brake wear can contribute up to 55 % by mass to total non-exhaust traffic-related PM10 emissions and up to 21 % by mass to total traffic-related PM10 emissions, while in freeways, this contribution is lower due to lower braking frequency. As exhaust emissions control become stricter, relative contributions of non-exhaust sources-and therefore brake wear-to traffic-related emissions will become more significant and will raise discussions on possible regulatory needs. The aim of the present literature review study is to present the state-of-the-art of the different aspects regarding PM resulting from brake wear and provide all the necessary information in terms of importance, physicochemical characteristics, emission factors and possible health effects.

Constrained Source Apportionment of Coarse Particulate Matter and Selected Trace Elements in Three Cities from the Multi-Ethnic Study of Atherosclerosis

PM10-2.5 mass and trace element concentrations were measured in Winston-Salem, Chicago, and St. Paul at up to 60 sites per city during two different seasons in 2010. Positive Matrix Factorization (PMF) was used to explore the underlying sources of variability. Information on previously reported PM10-2.5 tire and brake wear profiles was used to constrain these features in PMF by prior specification of selected species ratios. We also modified PMF to allow for combining the measurements from all three cities into a single model while preserving city-specific soil features. Relatively minor differences were observed between model predictions with and without the prior ratio constraints, increasing confidence in our ability to identify separate brake wear and tire wear features. Brake wear, tire wear, fertilized soil, and re-suspended soil were found to be important sources of copper, zinc, phosphorus, and silicon respectively across all three urban areas.

Identification of sources of lead in the atmosphere by chemical speciation using X-ray absorption near-edge structure (XANES) spectroscopy

Sources of Pb pollution in the local atmosphere together with Pb species, major ions, and heavy metal concentrations in a size-fractionated aerosol sample from Higashi-Hiroshima (Japan) have been determined by X-ray absorption near-edge structure (XANES) spectroscopy, ion chromatography, and ICP-MS/AES, respectively. About 80% of total Pb was concentrated in fine aerosol particles. Lead species in the coarse aerosol particles were PbC2O4, 2PbCO3 Pb(OH)2, and Pb(NO3)2, whereas Pb species in the fine aerosol particles were PbC2O4, PbSO4, and Pb(NO3)2. Chemical speciation and abundance data suggested that the source of Pb in the fine aerosol particles was different from that of the coarse ones. The dominant sources of Pb in the fine aerosol particles were judged to be fly ash from a municipal solid waste incinerator and heavy oil combustion. For the coarse aerosol particles, road dust was considered to be the main Pb source. In addition to Pb species, elemental concentrations in the aerosols were also determined. The results suggested that Pb species in size-fractionated aerosols can be used to identify the origin of aerosol particles in the atmosphere as an alternative to Pb isotope ratio measurement.

Source apportionment of particulate matter in a large city of southeastern Po Valley (Bologna, Italy)

This study reports the results of an experimental research project carried out in Bologna, a midsize town in central Po valley, with the aim at characterizing local aerosol chemistry and tracking the main source emissions of airborne particulate matter. Chemical speciation based upon ions, trace elements, and carbonaceous matter is discussed on the basis of seasonal variation and enrichment factors. For the first time, source apportionment was achieved at this location using two widely used receptor models (principal component analysis/multi-linear regression analysis (PCA/MLRA) and positive matrix factorization (PMF)). Four main aerosol sources were identified by PCA/MLRA and interpreted as: resuspended particulate and a pseudo-marine factor (winter street management), both related to the coarse fraction, plus mixed combustions and secondary aerosol largely associated to traffic and long-lived species typical of the fine fraction. The PMF model resolved six main aerosol sources, interpreted as: mineral dust, road dust, traffic, secondary aerosol, biomass burning and again a pseudo-marine factor. Source apportionment results from both models are in good agreement providing a 30 and a 33% by weight respectively for PCA-MLRA and PMF for the coarse fraction and 70% (PCA-MLRA) and 67% (PMF) for the fine fraction. The episodic influence of Saharan dust transport on PM10 exceedances in Bologna was identified and discussed in term of meteorological framework, composition, and quantitative contribution.

Evaluation of land use regression models for NO2 and particulate matter in 20 European study areas: the ESCAPE project

Land use regression models (LUR) frequently use leave-one-out-cross-validation (LOOCV) to assess model fit, but recent studies suggested that this may overestimate predictive ability in independent data sets. Our aim was to evaluate LUR models for nitrogen dioxide (NO2) and particulate matter (PM) components exploiting the high correlation between concentrations of PM metrics and NO2. LUR models have been developed for NO2, PM2.5 absorbance, and copper (Cu) in PM10 based on 20 sites in each of the 20 study areas of the ESCAPE project. Models were evaluated with LOOCV and "hold-out evaluation (HEV)" using the correlation of predicted NO2 or PM concentrations with measured NO2 concentrations at the 20 additional NO2 sites in each area. For NO2, PM2.5 absorbance and PM10 Cu, the median LOOCV R(2)s were 0.83, 0.81, and 0.76 whereas the median HEV R(2) were 0.52, 0.44, and 0.40. There was a positive association between the LOOCV R(2) and HEV R(2) for PM2.5 absorbance and PM10 Cu. Our results confirm that the predictive ability of LUR models based on relatively small training sets is overestimated by the LOOCV R(2)s. Nevertheless, in most areas LUR models still explained a substantial fraction of the variation of concentrations measured at independent sites.

The policy relevance of wear emissions from road transport, now and in the future--an international workshop report and consensus statement

Road transport emissions are a major contributor to ambient particulate matter concentrations and have been associated with adverse health effects. Therefore, these emissions are targeted through increasingly stringent European emission standards. These policies succeed in reducing exhaust emissions, but do not address "nonexhaust" emissions from brake wear, tire wear, road wear and suspension in air of road dust. Is this a problem? To what extent do nonexhaust emissions contribute to ambient concentrations of PM10 or PM2.5? In the near future, wear emissions may dominate the remaining traffic-related PM10 emissions in Europe, mostly due to the steep decrease in PM exhaust emissions. This underlines the need to determine the relevance of the wear emissions as a contribution to the existing ambient PM concentrations, and the need to assess the health risks related to wear particles, which has not yet received much attention. During a workshop in 2011, available knowledge was reported and evaluated so as to draw conclusions on the relevance of traffic-related wear emissions for air quality policy development. On the basis of available evidence, which is briefly presented in this paper it was concluded that nonexhaust emissions and in particular suspension in air of road dust are major contributors to exceedances at street locations of the PM10 air quality standards in various European cities. Furthermore, wear-related PM emissions that contain high concentrations of metals may (despite their limited contribution to the mass of nonexhaust emissions) cause significant health risks for the population, especially those living near intensely trafficked locations. To quantify the existing health risks, targeted research is required on wear emissions, their dispersion in urban areas, population exposure, and its effects on health. Such information will be crucial for environmental policymakers as an input for discussions on the need to develop control strategies.

IMPLICATIONS

Road transport particulate matter (PM) emissions are associated with adverse health effects. Stringent policies succeed in reducing the exhaust PM emissions, but do not address "nonexhaust" emissions from brake wear, tire wear, road wear, and suspension in air of road dust. In the near future the nonexhaust emissions will dominate the road transport PM emissions. Based on the limited available evidence, it is argued that dedicated research is required on nonexhaust emissions and dispersion to urban areas from both an air quality and a public health perspective. The implicated message to regulators and policy makers is that road transport emissions continue to be an issue for health and air quality, despite the encouraging rapid decrease of tailpipe exhaust emissions.

A tunnel study to estimate emission factors from mobile sources in Monterrey, Mexico

A six-day tunnel field study was conducted in the city of Monterrey, Mexico, during June 2009 to derive on-road emission factors (EFs)for trace gases and fine particulate matter from the local vehicle fleet. The Loma Larga Tunnel (LLT) is a 532-m-long structure that is mainly used by light-duty gasoline-powered vehicles. It is composed of two independent bores that have a semicircular cross section, 17 m in diameter with a 3.5% slope. During the study, a fleet of 108,569 vehicles with average speeds that ranged from 43 to 76 km/hr was sampled. Ambient air samples were taken inside each bore using 6-L SUMMA-polished canisters and low-volume samplers for the quantification of total nonmethane hydrocarbons (TNMHC) and PM2.5, respectively. The effect of road dust resuspension was considered in the computation of PM2.5 EFs. Additional equipment was used to measure real-time levels of CO2 and NO(x); CO EFs were estimated using NO(x) as a surrogate. TNMHC samples and NO(x) levels were obtained for 2-hr time periods, while PM2.5 samples and CO2 levels were obtained using 2.5-hr time periods, which included the time periods of the TNMHC and NO(x) measurements. Estimated EFs for TNMHC, CO, NO(x), and PM2.5 were 1.16 +/- 0.05, 4.83 +/- 2.9, and 0.11 +/- 0.07 g/km-veh (2-hr average) and 17.5 +/- 5.7 mg/veh-km (2.5-hr average), respectively, while CO2 EFs were 182.7 +/- 44 g/km-veh for the 2-hr time periods and 170 +/- 22 g/veh-km for the 2.5-hr time periods. The average fuel economy estimated from the field data was 12.3 +/- 2.3 km/L. The CO2 and TNMHC EFs (on a mass per distance basis) tended to be higher for traffic moving upslope, while the inverse occurred for the PM2.5 EFs. In comparison to other tunnel studies, the CO2 EFs obtained were similar the NO(x) and PM2.5 EFs were lower, and the CO and TNMHC EFs were higher.

IMPLICATIONS

Mobile source emission factors (EFs) for Mexican cities other than Mexico City are scarce. In Monterrey, Mexico, one of the three major cities in the country, emissions inventories are constructed based on EFs from other locations. However, it is quite relevant to obtain local information to construct reliable inventories. We present what is, to our knowledge, the first tunnel study conducted in a Mexican city other than Mexico City to estimate fleet-average mobile source EFs. This is also the first study that reports PM2.5 EFs derived from a tunnel study in the country.

Distributions and impact factors of antimony in topsoils and moss in Ny-Ålesund, Arctic

The distribution of antimony (Sb) in topsoil and moss (Dicranum angustum) in disturbed and undisturbed areas, as well as coal and gangue, in Ny-Ålesund, Arctic was examined. Results show that the weathering of coal bed could not contribute to the increase of Sb concentrations in topsoil and moss in the study area. The distribution of Sb is partially associated with traffic and historical mining activities. The occurrence of the maximum Sb concentration is due to the contribution of human activities. In addition, the decrease of Sb content in topsoil near the coastline may be caused by the washing of seawater. Compared with topsoils, moss could be a useful tool for monitoring Sb in both highly and lightly polluted areas.

Impact of trash burning on air quality in Mexico City

Air pollution experienced by expanding urban areas is responsible for serious health effects and death for millions of people every year. Trash burning is a common disposal method in poor areas, yet it is uncontrolled in many countries, and its contribution to air pollution is unclear due to uncertainties in its emissions. Here we develop a new trash burning emission inventory for Mexico City based on inverse socioeconomic levels and recently measured emission factors, and apply a chemistry-transport model to analyze the effects on pollutant concentrations. Trash burning is estimated to emit 25 tons of primary organic aerosols (POA) per day, which is comparable to fossil fuel POA emissions in Mexico City, and causes an increase in average organic aerosol concentrations of ∼0.3 μg m(-3) downtown and up to 2 μg m(-3) in highly populated suburbs near the sources of emission. An evaluation using submicrometer antimony suggests that our emission estimates are reasonable. Mitigation of trash burning could reduce the levels of organic aerosols by 2-40% and those of PM(2.5) by 1-15% over the metropolitan area. The trash burning contributions to carbon monoxide, nitrogen oxides, and volatile organic compounds were found to be very small (<3%), and consequently the contributions to secondary nitrate, sulfate, and secondary organic aerosols are also very small.

Formation of hydroxyl radical from San Joaquin Valley particles extracted in a cell-free surrogate lung fluid

Previous studies have suggested that the adverse health effects from ambient particulate matter (PM) are linked to the formation of reactive oxygen species (ROS) by PM in cardiopulmonary tissues. While hydroxyl radical ((•)OH) is the most reactive of the ROS species, there are few quantitative studies of (•)OH generation from PM. Here we report on (•)OH formation from PM collected at an urban (Fresno) and rural (Westside) site in the San Joaquin Valley (SJV) of California. We quantified (•)OH in PM extracts using a cell-free, phosphate-buffered saline (PBS) solution with or without 50μM ascorbate (Asc). The results show that generally the urban Fresno PM generates much more (•)OH than the rural Westside PM. The presence of Asc at a physiologically relevant concentration in the extraction solution greatly enhances (•)OH formation from all the samples. Fine PM (PM(2.5)) generally makes more (•)OH than the corresponding coarse PM (PM(cf), i.e. with diameters of 2.5 to 10 μm) normalized by air volume collected, while the coarse PM typically generates more (•)OH normalized by PM mass. (•)OH production by SJV PM is reduced on average by (97±6)% when the transition metal chelator desferoxamine (DSF) is added to the extraction solution, indicating a dominant role of transition metals. By measuring calibration curves of (•)OH generation from copper and iron, and quantifying copper and iron concentrations in our particle extracts, we find that PBS-soluble copper is primarily responsible for (•)OH production by the SJV PM, while iron often makes a significant contribution. Extrapolating our results to expected burdens of PM-derived (•)OH in human lung lining fluid suggests that typical daily PM exposures in the San Joaquin Valley are unlikely to result in a high amount of pulmonary (•)OH, although high PM events could produce much higher levels of (•)OH, which might lead to cytotoxicity.

Lagrangian mass-flow investigations of inorganic contaminants in wastewater-impacted streams

Understanding the potential effects of increased reliance on wastewater treatment plant (WWTP) effluents to meet municipal, agricultural, and environmental flow requires an understanding of the complex chemical loading characteristics of the WWTPs and the assimilative capacity of receiving waters. Stream ecosystem effects are linked to proportions of WWTP effluent under low-flow conditions as well as the nature of the effluent chemical mixtures. This study quantifies the loading of 58 inorganic constituents (nutrients to rare earth elements) from WWTP discharges relative to upstream landscape-based sources. Stream assimilation capacity was evaluated by Lagrangian sampling, using flow velocities determined from tracer experiments to track the same parcel of water as it moved downstream. Boulder Creek, Colorado and Fourmile Creek, Iowa, representing two different geologic and hydrologic landscapes, were sampled under low-flow conditions in the summer and spring. One-half of the constituents had greater loads from the WWTP effluents than the upstream drainages, and once introduced into the streams, dilution was the predominant assimilation mechanism. Only ammonium and bismuth had significant decreases in mass load downstream from the WWTPs during all samplings. The link between hydrology and water chemistry inherent in Lagrangian sampling allows quantitative assessment of chemical fate across different landscapes.